High-pressure brake.



No. 896,958. `ERTEETED AUG. 25, 1908. W. V. TURNER. HIER PRESSURE BRAKE.

APPLIOATION FIT'JED DEG.5,1905.

ITIIESSES INVENTQ Atty. l

"WALTER v'QTURN j VANLA.

, -voirs of. the airbrake syst 1nder normal conditions.

, n sufficiently: to ,pro

l i' or many l5'. inch,in thevv train pipe and .auxiliary reser-` Ain' BRAKE vc allie-'0MM titi/lirica@maaar/a.'v i l 1 -Beit knownthat'LWALTER Y; Tunivnaa `citizen of theUnited States, residing in Wily f kinsburg in the 'county ofA Allegheny and li-ennsylvania, have invented 'certain 4State of.

useful Improvements'in High-Pres- This invention relatesto automatic'iluid, pressure. brakes, and more particularly .to vhat'isknown as high-speedbrake appara- It isno -railroads to carry ahigh degree of pressure,- from 1.001 to llpounds per'square em When running su'chfa systeml carryingtliis high degreeof pressure, when -`the .train pipe pressureis gradually reduced duce a full service applicai @tion-r ,ofthe` brakes, that is, to equalize the pressures ,..Xcyl1nder, the. resultingbbrake cylinder pres-' A of the auxiliary reservoir and brake deiably lgreater than is desired suref-is-'consi for service .applications of the brakes andv is .liable to cause asliding'of'the Wheels. In

'l order. to overcome :this .objection it has been ,i .fthe-.practice to!:provide a high speed i i `v alve'isadapted to open When thebrake cylbloW down.. valve '--'or thfel brake cylinder, which! injderv pressure reachesa predetermined point,

the ,desiredflimit 'in 'service applications, and

.l discharge anyfexcess ot-air pressure above cations,

fthisfpoint tothe atmosphere in service applitals'o ladapted to permit the ac-y i i {cui'nulatiori ofthe brake cylinder pressureto a. much higher degree lin emergency applicathis excessive braking preslications; and it 'broadly sure in service. app

. comprises means `for .limiting the degree to y Which-1 the ltrain pipe pressure, m`ay be re'-v .4.5 i

brakes, to lan amount duced in. making service applications of thel whichis greater than the equalized pressure of theauxiliary reser-v voir and brakecylinder, and Whichamount of train 'pipe reduc-tion produces a -degree of brakecylinder. pressure not greater than the` maximum f desired for' service applications Then after this predetermined amountof reduction has been made intra-mpi e pressure by the. moveine-ntotthe brakeva ve to service application position, n'o'furtlier Arieducztioii ER, for WILKINSBURG,PENNsYLvANiA, oMPANv, oF PiTrsBURG, rinvivsYLvAN-iii, A

iippiiationnie'a neeembe'rzs, 19er. f smaltire...adzajf sures,such means pressure governor 4for the maingrese'rvoirgan d --aiiexcess pressure valve fonthe trainfpipe'v` da duplex'ioi,-` double .the practice on passengertrains'.`

et of my present inven- UNITED STATES' AssIGNoRfro 'rim ivns'riivenousn oo Rr-oRAiL-ioiv or inninsrii-i v1.15am Pa te1i3c.. f f-Patented Aug. salines.

` wiii takefpiae-jevn though the bailxaive remain iii oragain be turned to thisposition, although aA further reductionjora. complete venting iet-the tr-lainpi e maybelhad at any time by` turning the Erakevalve tciem'ergency position in. theA usual Way.4 In Aorder that the standard high speed .brakevappara- :,-tus may alsolbeusedffor operating at alower or 'ordin'ary-'degreefof pressure,v itis, customary `l to provide-,means whereby the; system may be ,.char'ged to eithe'r one of two 'prescomprising either a duplex or a du lex governor an feed va ve device with a cock for. cutting in or out the lowpressure;device. fWlien the system is operatiiigjat `the `louf'pressure',it is no longer necessary or desirable to limit the possible amount of train pipe reducti'onmnil the' maximum degree of brakecyliiiderfpresVV sure, since the liullequalized pressii re K iliich may then be obtained not [conside ed so excessive as to produce wheel lslic'lingif 'serv- `ice applications. "f

hand, ,orl bythe trainpipe pressure, .or otherpermitting va greater or reduction in' train pipe'pressur'e in. service vapplications' ,vvlien' (the 'system is adjusted 'to operate.,v at fthe lovv' pressure.-y

n the accompanying 'ilravtng, l shows one formloffmyimprovement;applied to the Vestinghouse standard b teni, the engineeifs vkevalvean matic cut outvalv' iii'idicatedii 'dg-'tion 3 3 a plan viewfoi fivaliv'eseatf'ottl vengi- .neers'brake valve;- a'iid Fig;y 'affeevir-rlw o l the rotaiaT val've of A'the "engineer toA be njiade '.1 t5, v there.. fore @Ompnses .means Operated. einer by Wise, for cutting out-thelimitiiig device and nection 6,'equ'alizingreservoir? Coiii'iiii-ijriicatvalves used for controlling automatic air.

brakes on long trair'is, a'movable abutment (subject. to o posing 'fluid pressures is employed for e ectingag'radual closing ofthe tram pipe discharge port in service applicatins vof the'brakes, and my'improvem'ent is especially adapted to be used in connection with -engineers'b'rake valves ofthis type; 15, f valve, an additional port 2 2 havinga groove '-2,3isjloc ated inithe rotary valve seat. and

communicates With pipe26-leadin'gt'o a limitj ing 'or expansion reservoir. 24, the 'capacity of .Which bears a'cert'ain' desired relation to that f1 of1the"equalizin reservoir 7 and a groove or E cavity' is so Ormed-intheaCe of the .rol ts i1 y.valve.18 as to establishcommunication between ports 14 and 22 in service applicaf 'tion4 position, and to open 'communication from the expansion reservoir and port 22. to

--the erhau'st port and theatmosphere in 'release andrunning positions.

' 'if In 1 I have show nan automatic valve i i' positlonshovvn With'thefeavity-BZ establish 'mg communicationfrornfpipe4 26 'and port 31 .device 27 operatedrby the train pipe pressure vf o'rcutting in orout theexpan'sion reservoir v"by closing or opening 'communication be@ tween the pipe 26 and the atmosphere. Such a valve device may comprise a casing con- "to trainpipe pressure through pi e 29, and a' spring 34 on theopposite side ci) the piston opposing the train .pipe'press'ure When the system isoperating vat thelow or ordinary pressure., the train pipe pressure act ing on pistonBO-is notsufiicient, to compress the vspringl 34 andthe valve '28 remains 1n the a to the'atmospliere through exhaustport 83.

y.Unden these.co1idition s, when they engineers brake valveisttu-rnedjto service fapplication position, .air froin'the equalijzingfreservolr and e'brakes may. then be. appliedl and cont lied-pr released in theo'rdinary Way, as'will be'- a'dily'understoodif" `When the system is operated at 4high pres-v s1 11'e'-,`as the standard high speed brake, the

' yiiei'ently great to compress the spring'34 and i :move the piston and valve'doWn to itsoppo- 'site seat, and close the outlet lportf33 from ypipe 26 to the atmosphere. Then vWhen .the

' engineers brake'valve is turned-to service .valve in the usual manner. sired reduction has been made inthe equalizvtaining a piston and slide valve 28 subject ,chamber 8 v is discharged. to .the atmosphere vv.through ports 14, 25,-2'2and pipe 26,' so that f l service application.l

trainfpipe pressureacting on piston 3() is sufabove. the equalizin piston 9 diminishes, the .l train pipe pressure eneaththe piston raises I the samejand .opens the .train pipe discharge ingreservpir,L the brake valve is turned to lap position, m which all ports are closed, and the. pist0n 9 o crates Vto graduallyclose the tra in pipe .disc arge valve .10 after-the train plpe pressure has reduced. to substantiallyequal that oi thee'qualizing reservoir .inthe usual Way. Furthergraduations maybe made in thesame manner. Ifan excessive number ofl grad-nations 'be made, Or-if the 4A .s applled to the-Westinghouse brake.'

pand into and-.equalize WithV that of the eXr AWhen they depansion reservoir, and that no further reductionof train pipe pressurecould bemadeby fthe brake "valve'fin 'this position. .The capacity of the expansion' reservoir 24 is therefore `sode'termui'ed with reference to the equalizing reservoir that the pressure resulting from equalizing these two reservoirs shall be such that,. -When the train pi e pressure .is reduced froniits. normal high egree to this amount, the resulting brake cylinder pressure shall .not exceed the vdesiredmaximum for vservice applications; for example, if the n ormal hlgli .degree oi. pressure carried vmthe' equalizing reservoir, train pipe, and auxiliary 4reservoirs is 110 lbs. per square inch,.the eX-' pansion reservoir may be of such size or ca-j' .pacity' With respect tothe equalizing reser- 'vfoir that'the equalized pressure Will be'about 9'0 pounds. In service applications, therefore, the train pipe pressure can only be re'- duced by the train pipe discharge valve to 90 l pounds, .Which Will produce a brakev cylinderv [pressure'of'only about 60 to 65 pounds,

Wlrich'is much less than the full equalized.

pressure which may.- be obtained 4in emergency applications..` In -this manner the brake cylinder-pressure may be limited to the desired maximum for service applica-' ilo tions Without the use of a blow on valve and l the Wasting of the '.air.- valve is returned. to release position the air from the'expansion reservoir 1s exhausted to When .the brake the atmosphere vthrough ports-22, 23, 25'an'd .16, inorder to bein readiness 'for the-next My improvement does not any Way' ai"- fect the emergencyfapplication which may be out .cock in thel well known manner, ..a sindi f open the outlet from vpipe 26 to theatmosl the low pressure feed valve is cut out and the trated in Fig a hand operated cock may be .employed for controlling the outlettrom pipe 26, arid-this cock may conveniently be combined with the feed valve'cut out cock of a tWo'pressure system, as shown ih Fig. 2, in which the feed valve cock 35 is provided with an additional port 36, l which is adapted to phere when set for cutting in the low pressure feed valve, and to close said pipe when system operating at high pressure.

,here tlieapparatus is adaptedk to be 4plerated at either one of two pressures, any other suitable or preferred form of device maybe used for cutting out the lin..iting mechanism when Working at the low presi sure, but in case the system is designed to opcrate at high pressure only, of course no cut out device is necessary. f

Another advantage derived .trom my invenlioir's that-itsaves a large amount of coplessed air, which is often Wasted by making excessive train 'pipe reductions in service applications, and thereby makesy it possible to always effect a proiint release loi. the brakes after a full service application Without the delay nece sary to restoresuch a i vlarge amount of air to the train pipe.

While l have described. one form of my 'improvement as applied to the standard` lNcstiiighouse air brake system, it is obvious that other forms may be devised and applied to othertypes of brakes, and that my invention is not limited to any particular system, but covers broadly any means used in connection with an automatic ai brake system operating at high pressure for limiting the amount of reduction in tra in pipev pressure which may be made in service applications to such a degree that the brake cylinder pressure shall vnot exceed the maximum desired in service applications oi the brakes.

Having now described my invention, what il claim as new and desire to secure by Letters Patent is 1. In an automatic higi pressure brake apparatus, the combination with a train pipe, and engineers brake valve, of means for limiting the maximum amount of train pipe reduction in service applications to such a degree as will produce the desired maximum braking effect.

2. In an automatic high pressure brake apparatus, the combination With a. train ipe, and engineers brake valve, ci means or limiting the maximum amount of train ,pipe reduction which may be made in service applications to a predetermined degree of pressure which is considerably greater than the full equalized braking pressure.

8. In a high pressure brake apparatus, they combination with a train pipe and an engineers brake valve having a movable abutment subject to fluid pressure for closing the f pressure.. Y.

high pressure brake apparatus, the

the limiting means .when the vsystem 1s train pipe discharge port in service applications, ot means tor limiting the minimum dolgree to which ,the pressure upon .one sideroi said abutment may bereduced in service application to yan amount greater vthan that necessary` to produce full equalized braking 4. ln a combination with. a train pipe and an engineers brake valve having a movable ,abutment subject to the opposing pressures ot the train pipe and a reservoir for gradually closing the train pipe discharge port in service applications, of means for limitingthe maximum. amount of .variation Which may be made in said reservoir pressure in full service position of the brake valve, whereby excessive braking pressure is prevented.

5. ln, a high pressure brake apparatus, the

combination with a train pipe and an engineers brake valve having a movable abutvment subject to the opposing pressures of the train pipe and an' equalizing reservoir fr operating thel train. pipe discharge valve, of an. expansion .reservoir Jfor limiting the minimum degree to which the equalizing reservoir pressure may be reduced in service applications to an amount greaterthan the full equalized braking pressure.

6. ln a high pressure brake apparatus, the.

brake apparatus, the

combination4 with a train pipe fiid an engineers brake valve, of mechanism for limiting the degree'to which the train pipe may be reduced in naking service application, and a device for cutting out the limiting mechanism. 8. In a high. pressure brake apparatus, the

combination with a train pipe and an engineers brake valve, of mechanism for limiting the degree to which the train pipe may be reduced in making service application, and a device for cutting out the limiting mech anism When the brake system is set to operate at a low or ordinarydegree of pressure.

9. In a high pressure brake apparatus, the combination With a train pipe and engineer s brake valve, of means for limiting the amount of reduction which may be made in train pipe vpressurein service applications, and a valve devicepperated by the pressure in thesystem for automatically cutting out charged to a 10W degree-of pressure.

' 10. In a high pressure brake apparatus, the combination with a train pipe, andl engineers brake valve having a movable abutment subject to the op 'osing pressures of the train pipe and an equa 'zing reservoir for operating a train pipe discharge valve in service applications, of an expansion chamber for receiving the preliminary discharge from the equalizi-ng reservoir, and a valve device for opening o r closing an exhaust outlet from the 10 preliminary discharge port. l

In testimony whereof I have hereunto set my hand. y

WALTER V. TURNER.

Witnesses:

R. F. EMERY, J. B. MACDONALD. 

